Reversible outboard motor with hydraulic control



. P 7, 1954 A. R. LONG 2,688,298

REVERSIBLE OUTBOARD MOTOR WITH HYDRAULIC CONTROL Original Filed Feb. 26 1951 2 Shee tSSheet 1- INVENTOR.

BY I

Sept. 7, 1954 A. R. LONG 2,688,298

REVERSIBLE OUTBOARD MOTOR WITH HYDRAULIC CONTROL Original Filed Feb. 26, 1951 2 Sheets-Sheet 2 IN VEN TOR.

ATTOE/VZVS.

Patented Sept. 7, 1954 REVERSIBLE OUTBOARD MOTOR WITH HYDRAULIC CONTROL Arthur R. Long, Kiel, Wis., assignor to Hart- Carter Company, Peoria, 111., a corporation of Delaware Original application February 26, 1951, Serial No. 212,795. Divided and this application May 17, 1952, Serial No. 288,580

15 Claims. 1

This invention relates to improvements in outboard motors and is a division'of my copending' application, Serial No. 212,795, filed February 1951.

Outboard motors having transmissions which are shiftable to provide a reverse or for other purposes have become increasingly popular. Heretofore, shifting of outboard motor transmissions has required the use of a special shifting lever. Thus, in addition to the throttle lever and motor steering arm, there is an additional lever which the operator must manipulate while the motor is in operation. It is obvious that in maneuvering a boat for docking or other purposes all three of these control devices may have to be actuated in close succession or almost simul taneously. Thus, when maneuvering with prior devices, both hands of the operator as well as his attention are occupied by the motor in the rear, and it is difficult for him to keep a proper lookout ahead.

With the above in mind, it is a general object of the present invention to provide an improved outboard motor having a transmission which is shiftable to provide two forward and one reverse speed, said motor being provided with a simplified control system which greatly enhances the maneuverability of the boat to which the motor is attached, and which minimizes the amount of attention which must be focused by the operator upon the motor.

A further object of the invention is to provide an improved outboard motor of the class described wherein the manually operated throttle control and transmission shifting control are embodied in the engine steering arm and are in positions which permit one hand operation of the motor.

A further object of the invention is to provide an improved outboard motor of the class described wherein the shifting of the transmission is accomplished hydraulically.

A further object of the invention is to provide an improved outboard motor of the class described having a hydraulically operated reverse interlock mechanism which is moved to locking position when the transmission is shifted into reverse, said mechanism preventing upward swinging movement of the motor when the latter is operating in reverse gear.

A further object of the invention is to provide A further object of the invention isto provide an outboard motor of the class described, having a rotatable handle mounted on the steering arm thereof, said handle being connected to a selector valve for shifting the transmission.

A further object of the invention is to provide an improved outboard motor having a rotatable cam sleeve mounted on the steering arm adjacent the rotatable transmission shifting handle, there being a cam follower cooperable with said sleeve and movable axially thereof and connected to the motor throttle for actuating said throttle.

With the above and other objects in view, the invention consists of the improved outboard motor, and all of its parts and combinations, as set forth in the claims, and all equivalents thereof.

In the drawing accompanying and forming a part of this specification, wherein is shown one complete embodiment of the preferred form of the invention,

Fig. 1 is a fragmentary vertical sectional view of the improved outboard motor, parts being broken away, and the portion of the steering arm which carries the transmission and throttle control members being rotated approximately degrees from its normal position;

Fig. 2 is an enlarged fragmentary transverse sectional plan view taken approximately along the line 22 of Fig. 1, parts being broken away;

Fig. 3 is an enlarged fragmentary transverse sectional plan view taken approximately along the line 33 of Fig. 1, parts being broken away;

Fig. 4 is an enlarged side elevational view of the disc type selector valve shown in Fig. 1, parts being broken away and shown in vertical section;

Fig. 5 is a vertical sectional view taken approximately along the line 55 of Fig. 4.;

Fig. 6 is a longitudinal sectional view taken through the steering arm of the improved outboard motor approximately along the line 6-6 of Fig. 1;

Fig. 7 is a transverse vertical sectional view taken along the line 'l--'! of Fig.6; and

Fig. 8 is a fragmentary diagrammatic view on a reduced scale of a portion of the engine lubricating system of the improved outboard motor.

Referring more particularly to Fig. 1 of the drawing, the improved outboard motor comprises a powerhead (not shown) from which depends an elongated hollow casing 20 which may be formed in three superimposed sections 2!, 22 and 23, the latter having a propeller shaft housing (not shown) at its lower end. The sections 2| and 22 are formed respectively with flanges 24 and 25 which are suitably connected together.

The casing section 22 is generally cup-shaped and forms a reservoir for lubricating oil. The bottom wall of the section 22 is formed with a depending annular boss 26 forming a stationary piston, the outer diameter of which is less than the inner diameter of the casing section 23. The casing section 23 is formed at its upper end with an annular outwardly directed flange 21 which is suitably connected to the lower end of the housing section 22 radially outwardly of the boss 26. The casing section 23 is also formed with a horizontal apertured partition 28 spaced below the flange 21 to provide a transmission chamber 29 therewithin, which is above said partition and below the flange 21.

The improved outboard motor is adapted to be mounted on the transom of a boat by means of a clamp and bracket assembly 30, which assembly preferably comprises a pair of C-type clamps 3| each having a hand screw 32. The clamps 3| have elongated depending rear legs 33 which are provided along their rear edges with a plurality of apertures 34. Carried by the clamps 3| is a horizontal pivot bolt 35, and pivotally mounted on the bolt 35 is a pair of generally Z-shaped brackets 36 which extend rearwardly and downwardly, and are connected at their lower ends with a horizontally extending portion 31 which is formed with a bearing surface 38. The latter slidingly abuts the external front Wall surface of the casing section 23, as shown. The brackets 36 may be provided with angled elongated slots 39 to receive a pin 40 which pin is positioned in a selected pair of aligned apertures 34 to hold the bracket 36 in a desired angular relationship with respect to the legs 33 of the clamps 3|.

Also pivotally mounted on the bolt 35 is a bracket 4| which is formed with a pair of vertically spaced, coaxial, annular bearing yokes 42 and 43. The yoke member 42 rotatably encircles the casing portion 22, and the flange 25 is rotatably slidable on the upper surface of said yoke. The bearing yoke 43 encircles the casing section 23 adjacent the transmission chamber 28, said casing section being formed with an annular shoulder 44 which is rotatably slidable on the upper surface of the yoke member 43.

A drive shaft 45 depends from the powerhead and is journaled in a suitable bearing 48 Within the casing section 2|. The drive shaft may be formed in two sections which are connected through the use of a splined joint, as at 246, said drive shaft extending through a suitable aperture 41 formed in the closed bottom wall of the casing section 22 and spaced from and coaxial with the annular boss 26. Within the transmission chamber 29 the drive shaft 45 is formed with a pair of spaced, integral sun gears 48 and. 49. Rotatably receiving the lower end of the shaft 45 below the sun gear 49 is a sleeve member 50 which depends from a planet carrier plate 5|. The sleeve member 50 is mounted in a suitable bearing 52 in the partition 28, and is splined at its lower end to receive a lower drive shaft 53, which shaft extends to the propeller shaft housing (not shown).

An apertured, dish-shaped plate member 54 extends across the bottom of the casing section 2| as shown, and fixed to the underside of said plate is an oil pump 55 having a drive shaft 56 projecting upwardly through said plate parallel with the drive shaft 45. The oil pump drive shaft 58 is provided with a gear 51 which drivingly meshes with a gear 58 on the drive shaft 45. The oil pump is provided with an inlet connection 53 and an outlet connection 60. As previously pointed out, the casing section 22 provides an oil reservoir, and a conduit 8| connects the inlet of the pump 55 with the lower portion of the interior of the casing section 22. A selector valve 62, which will be later described in detail, may be mounted within, or on the side of, the casing section 2 I.

A centrally apertured cup-shaped cylinder 83 is formed with an upstanding annular flange 64 at the margin of its central aperture. The outer surface of the annular flange 84 slidably engages the inner surface of the annular boss 26 and carries a sealing ring '65 to provide sealing engagement between said surfaces. The outer surface of the depending circular boss 26 is slidingly engaged by the inner side wall surface of the cupshaped piston 63 and carries an annular sealing ring 66 to provide sealing engagement between said surfaces. The upstanding annular boss 64 is recessed to receive a bearing 51, said bearing surrounding an upstanding tubular extension 68 of a circular pressure plate 69 which is axially slidable on the shaft 45. The tubular extension 68 is formed with a shoulder 10 which engages the lower end of the inner sleeve of the bearing 61 and carries a retaining ring 1| which ring engages the upper end of said sleeve to prevent axial movement of the bearing 61 relative to the plate 68.

Below the pressure plate 68 a sleeve 12 is keyed to the shaft 45, said sleeve being formed at its upper end with a portion of enlarged bore to receive a compression spring 13, said spring having its upper end in abutment with the lower face of the pressure plate 59. The sleeve 12 is formed with a plurality of external splines 14.

Freely rotatable on the shaft 45 below the collar 12 is a cup-shaped clutch drum 15 which. is formed with a plurality of internal splines 16. A plurality of centrally apertured circular clutch plates 11 are centrally splined to nonrotatably receive the splines 14 of the collar 12, said plates having an outer diameter smaller than the distance between diametrically opposite splines 16, as shown. A plurality of circular clutch plates 18 have their peripheral edges notched to non-rotatably receive the splines 16, and also have a central aperture of greater diameter than the diametric distance between the outer surfaces of diametrically opposite splines 14. The clutch plates 11 are alternated with the clutch plates 18, and interposed between adjacent clutch plates 11 and 18 are annular plates 19 of suitable friction material.

It is apparent that when the pressure plate 69 does not press downwardly on the clutch plates, the clutch drum 15 and the clutch plates 18 are rotatable relative to the shaft 45, collar 12, and clutch plates 11. Downward pressure on the clutch plates by the pressure plate 63, however, locks the clutch drum 15 to the shaft 45.

Fixed coaxially to the underside of the clutch drum 15, and rotatable therewith on the shaft 45, above the sun gear 48, is an upper planet carrier plate 88. The plate is circular in shape and is formed with an upstanding peripheral flange 8| which is spaced outwardly from the periphery of the drum 15. An internal ring gear 82 is formed with a channel shaped peripheral brake drum for receiving a brake band 83, said drum carrying an internal retaining ring 84 adjacent its upper edge, which ring slidably engages the upper edge of the flange 8| to thereby rotatably support the ring gear 82 on said flange.

Carried by and extending axially between the lower carrier plate 5I and upper carrier plate 80 are planet pinion shafts 85, preferably three in number. An intermediate planet carrier plate 86 is rotatably positioned around the shaft 45 between the sun gears 48 and 49 and is apertured to receive the pinion shafts 85. Rotatably mounted on each of the planet pinion shafts 85 between the carrier plates 80 and 86 is a planet pinion 81 which meshes with the ring gear 82 as well as with the sun gear 48.

Referring to Fig. 3, the carrier plates 5| and 86 rotatably carry therebetween planet pinion shafts 88, preferably three in number. Rotatably mounted on each of the pinion shafts 88 is a. planet pinion 90 which meshes with the sun gear 49. Rotatably mounted on each of the pinion shafts 85 between the carrier plates 5| and 86 is a pinion 89, which pinion meshes with the adjacent pinion 90. A generally cup-shaped internal gear 9| is freely rotatable on the sleeve 50 and has a channel shaped peripheral brake drum for receiving a brake band 92. The internal gear 9I meshes with each of the pinions 89 as shown in Fig. 3.

Referring to Figs. 2 and 3, the housing section 23 is formed with a forwardly projecting. generally rectangular extension 93 adjacent the brake bands 83 and 92. A cylinder block 94 is mounted on the front wall of the casing extension 93, as also shown in Fig. 1. The cylinder block 94 is formed with a horizontal cylindrical bore 95 and with a vertical cylindrical bore 96 therebelow. Positioned in the bore 95 is a piston 91 having a stem 90 which slidably projects through a suitable aperture in the front wall of the casing extension 93, as shown in Fig. 2. Surrounding the stem 98, within the bore 95, is a helical spring 99 having one end in abutment with the front wall of the casing extension 93 and having its other end in abutment with the piston 91 to urge said piston outwardly. The piston 91 may carry an annular sealing ring I00.

As shown in Fig. 2, the brake band 83 is formed at its ends with a pair of lugs IOI and I02. The lug IOI is formed with a depression I03 which is adapted to receive the inner end of an adjustable retaining screw I04 which is threaded horizontally through the adjacent side wall of the casing extension 93 and is provided with a.

lock nut I05. The opposite side wall of the casing extension 93 is formed with an inwardly projecting lug I06 which carries a rotatable pivot pin I01 having arms I08 and I09 fixed thereto. The arm I09 has its free end positioned in engagement with the dished inner end of the piston stem 98, as shown. The lever I08 has its end portion formed with a depression IIO'in which is received the free end of a lever I I I, the latter being pivotally connected to the lug I02 as at II2. It is apparent that inward movement of the piston 91 and its stem 98 causes compression of the spring 99 and, through the levers I09, I08 and I I I, causes tightening of the brake band 83 about the ring gear 02.

Referring to Fig. 1, a piston H3 is slidably positioned in the bore 96 and is formed with a stem H4. The lower end of the bore 96 is closed by a centrally apertured nut II5 through which the stem II4 slidably projects. A helical compression spring I I6 surrounds the stem I I4 above the nut H5 and urges the piston H3 upwardly. The portion 31 forming part of the Z-shaped brackets 36 is formed in its upper surface with an arcuate groove. II1 directly below the stem II 4 and positioned to receive said stem upon downward movement of the latter. The groove H1 is preferably of such conformation that it is adapted to receive the stem H4 in any position within the range of rotative movement of the motor in the bearing yokes 42 and 43. It is apparent that when the stem H4 is positioned in the groove II1, the motor is prevented from swinging upwardly about the pivot bolt 35. As

shown in Figs. 1 to 3, the cylinder block 94 is formed with a passage II8 extending inwardly from a side wall thereof and communicating at its inner end with the outer end of the cylinder bore I20 through port I26 and with the upper end of the cylinder bore 96. A conduit II9 affords communication between the outer end of spring I25, similar to the compression spring 99,

is positioned around the stem I22 and urges the piston I2I outwardly. The cylinder block 94 is formed with a passage I26 which extends inwardly from one side wall and communicates with the outer end of the cylinder bore I20, as shown. A conduit I21 connects with port I21 to afford communication between the outer end of cylinder 95 and the selector valve 62.

Below the lug I06 the side wall of the casing extension 93 is formed with a lug I28 in which a vertical pivot pin I29 is rotatably mounted. Fixed to the pin I29 are arms I30 and I3I, arm I3I having its outer end in engagement with the dished end wall I23 of the stem I22. The arm I30 is formed with a depression I32 in which is received one end of a lever I33, the latter being pivotally connected at its other end to a lug I34 formed on one end of the brake band 92. The other end of the brake band 92 is formed with a lug I35 which is formed with a depression I36 for receiving the inner end of an adjustable retaining screw I31, which screw is threaded through the adjacent side wall of the casing extension 93 and is provided with a lock nut I38. It is apparent that inward movement (to the right in Fig. 3) of the piston I2I causes compression of the spring I25 and, through the levers I 3I, I30 and I33, causes tightening of the brake band 92 about the ring gear 9I.

Referring to Figs. 1, 4 and 5, the preferred form of selector valve 62 has a body I39 formed with a cylindrical chamber I40 therein and having four spaced passages I4I, I42, I43 and I44 extending radially therefrom, preferably in the same plane. A cylindrical valve member I45 of substantially the same dimensions as the chamber I40 is rotatably positioned in said chamber and is formed with an axial stem I46 which rotatably projects through the adjacent side wall of the body I39. The valve member I45 is formed with a radial passage I41, the axis of which is preferably coplanar with the axes of the passages I4I to I44. The valve member I45 is also formed with an axial bore I49 communicating with the passage I41 and with the end wall of said valve member opposite the stem I46. The valve member I45 is also formed with a substantially C-shaped, circumferentially extending groove I49, which groove is preferably coplanar with the passages I41 to I44 and terminates a predetermined distance from the passage I41, as shown. The valve body I39 is also formed with passages I50, II and I52 which extend parallel with the axis of the valve member I45 and communicate respectively with the passages I4I, I42 and I43. A passage I53 is formed in the body I39 parallel with the passages I50 to I52, and communicates with the axial bore I48 of the valve member I45, as shown.

The conduit I21 communicates with the passage I5I, and the conduit II9 communicates with the passage I52. A conduit I54 connects at one end with the outlet 60 of the pump 55 and extends upwardly to the power head lubricating system in a manner to be later described. A conduit I55 branches off from the conduit I54 and communicates with the passage I53 in the valve body I39. The conduit I56 communicates at one end with the passage I50 in the valve body I39 and communicates at its other end with the lower end wall of the stationary piston 26, as shown in Fig. 1. It is apparent that by rotating the valve member I45 and causing selective registration of the passage I41 of said member with one of the passages I4I to I43, fluid under pressure will be directed from the pump 55 into the selected conduit.

Referring to Figs. 1 and 6, the numeral I51 indicates a steering arm which is suitably connected to the casing 20. The steering arm I51 includes an elongated tubular member I58 having its outer end closed and formed with an axially projecting stud I59, the stud I59 and the end wall on which it is formed being axially apertured to receive a Bowden wire I60 and a tubular sheath I6I therefor. A handle sleeve I62, having a covering I63 of rubber or other suitable material, is rotatably mounted on the tubular member I58, and spaced from its outer end, said member is formed with an inturned annular flange I64 which engages the end wall of the sleeve I58. A nut I68 is threaded on the stud I59, said nut overlapping the flange I64 to retain the sleeve on the member I 58. A disc I 65 is positioned against the open outer end of the handle sleeve I62 and is formed with a central aperture I66 and with an aperture I61 spaced therefrom to receive the reversely bent end portion of the Bowden wire I60. A cup-shaped cap I 69 which is threaded on the outer end of the handle sleeve I62 urges the disc I 65 against the adjacent end of said handle sleeve to prevent rotation of said disc relative to said sleeve.

Fixed concentrically on the member I58 adjacent the inner end of the handle sleeve I63 is an index ring I10, and telescopically fixed on the member I58 at the opposite side of the ring I10 from the handle I63 is a sleeve member I1I (see Fig. 6). The sleeve member I58 is formed with a longitudinally extending groove I12 below the sleeve HI, and the sleeve I1I is formed with a longitudinal groove I13 above and in alignment with the groove I12 of the member I 58. A cam follower I14 is longitudinally slidably positioned in the groove I12 and is formed with a pin I15 projecting upwardly therefrom through the groove I 13. A Bowden wire I16 is fixed at one end to the cam follower I14 and is positioned in the groove I12, extending beyond the end of the sleeve I1I into a sheath I11 carried by the inner end of the member I58.

A throttle control sleeve I18 is rotatably mounted on the sleeve HI and is formed on its inner wall surface with a cam groove I19 in which is received the outer end of the pin I 15 of the cam follower I14. The cam groove I19 may be generally S-shaped as shown in Fig. 1, and is of such conformation that rotation of the sleeve I18 causes longitudinal movement of the cam follower I14 and of the Bowden wire I16. The sleeve I1I is formed with an integral shoulder I positioned adjacent one end of the throttle control sleeve I18, the shoulder I80 and the index ring I10 preventing axial movement of the throttle control sleeve while permit-ting rotation thereof. As shown in Figs. 1 and 4, the opposite end of the Bowden wire I60 is fixed in the stem I46 of the selector valve 62. The other end of the Bowden wire I16 is connected to the carburetor throttle arm (not shown). It is apparent that rotation of the handle I63, through the Bowden wire I60, causes like simultaneous rotation of the valve member I45. It is likewise apparent that rotation of the throttle control sleeve I18 will cause simultaneous axial movement of the Bowden wire I16, which in turn will actuate the carburetor throttle arm.

Referring to Fig. 8, it will be seen that the upper end of the drive shaft 45 is formed with a crank shaft I8I which shaft is rotatably mounted in fixed sleeve bearings I82 and I83. The bearings I 82 and I83 are formed respectively with internal annular oil grooves I84 and I85, and the crank shaft I8I is formed with suitable oil passages I86 and I81 which afford communication between the oil groove I and a pair of connecting rod bearings I88 and I89. Connecting rods I90 and I9I carry the bearings I88 and I89 respectively and are thereby pivotally connected to the crank shaft I8I. The conduit I 54 communicates with the oil grooves I84 and I85 of the bearings I82 and I83 respectively and may have a branch conduit I92 for delivering lubricating oil under pressure to other mechanisms such as a cam shaft mechanism (not shown).

Operation With the parts in the positions shown in Figs. 1 to '1, the throttle of the power head is set at slow position and the transmission is in neutral gear where it will transmit no power from the drive shaft 45 to the driven shaft 53. In neutral gear the pressure plate 69 exerts no downward pressure on the clutch discs, and the brake bands 83 and 92 are released to permit rotation of the ring gears 82 and 9|. With the power head in operation, the oil pump 55 pumps oil into the conduit I54, said oil being delivered to the bore I48 of the selector valve member I45 and also being delivered to the crank shaft bearings I82, I83, I88 and I89 for lubrication thereof. The pump 55 may be provided with the usual pressure relief valve which permits the oil to be bypassed into the reservoir provided by the casing section 22 when the pressure at the pump outlet exceeds a predetermined amount.

Assuming that the motor is attached to a boat which is tied alongside a dock, and that it is desired to maneuver the boat away from the dock first by rearward movement, and then by forward movement, the transmission is shifted to reverse gear by simply rotating the handle I63 on the steering arm I51 in a clockwise direction as viewed from the left in Fig. 1 until the indicator on the handle I63 is moved to the reverse position indicated on the index ring I 10. This rotation of the handle can be accomplished by the steering hand of the operator. Rotation of the handle I63 in the manner described ro- 9 tates the valve member I45 of the selector valve 62 in a clockwise direction as viewed in Fig. to bring the passage I41 of the valve member into registration with the passage I43 of the valve body I39. This directs fluid under pressure into the passage I43 and conduit H9.

The conduit II9 delivers the fluid under pressure to the passage II8 which, in turn, delivers said fluid to the cylinders I20 and 96 (see Figs. 1 to 3) ahead of the pistons I2I and H3 respectively. The spring II6, which urges the piston I I3 upwardly, is of such strength compared with the spring I25 which latter spring urges the piston I2 I outwardly, that when fluid under pressure is admitted to the cylinders I20 and 96 through the passage I I8, the piston I I3 is moved downwardly to position the end of its stem H4 in the groove II1 before any substantial inward movement of the piston I2I occurs. Movement of the stem II4 into the groove II1, of course, locks the motor against upward swinging movement about the pivot bolt 35.

As the fluid under pressure forces the piston I2I inwardly against the action of the spring I25, said piston, through the stem I22 thereof, pivots the arm I3I, pin I29, and arm I30 in a clockwise direction as viewed in Fig. 3. Through the pivotal link I33, the lug I34 is forced toward the lug I35, the latter lug being held against movement in this direction by the retaining screw I31. This action results in tightening of the brake band 92 about the ring gear 9I, to prevent rotation thereof. Rotation of the drive shaft 45 and its sun gear 49 then causes opposite rotation of the pinions 90 which, through the pinions B9. impart reverse rotation to the carrier plates 5I and 86, as well as to the sleeve 50. The sleeve 50 impartsv said reverse rotation to the driven shaft '53 for delivery to the propeller (not shown). Since it is the planetary movement of the pinions 90 and 89 which is imparted to the carrier plates 5I and 86 and to sleeve 50, the reverse rotation produced is necessarily at a reduced speed relative to the speed of rotation of the drive shaft 45.

The speed of the drive shaft 45 can be increased by rotating the throttle control sleeve I18 in a clockwise direction as viewed from the left in Figs. 1 and 6, to move the cam follower I14 and the Bowden wire I16 to the right and thereby increase the throttle opening of the power head. This change in the throttle setting can also be readily accomplished by th steering hand of the operator, which need not leave the steering arm I51 for this purpose.

To accomplish forward movement of the boat to which the outboard is attached, it is only necessary to rotate the handle I63 in a counterclockwise direction as viewed from the left in Figs. 1 and 6 to move the indicator on said handle to either the low or the high position indicated on the index ring I10. Movement to the low position causes rotation of the valve member I45 of the selector valve 62 in a counterclockwise direction as viewed in Fig. 5, to bring the passage I41 of said valve member into registration with the passage I42 of the valve body This movement brings the circumferential groove I49 of the valve member I45 into communication with the passage I43 of the valve body to release the pressure in the conduit H9 and in the cylinders I20 and 96. The action of the springs H6 and I25 forces the pistons H3 and I2I upwardly and outwardly respectively to force the fluid in said cylinders back through the conduit II9, passage I43, groove I49 and scavenge port I44, from which it flows back to the reservoir. Upward movement of the piston II3 moves the stem II4 out of the groove II1 to again permit upward swinging movement of the motor about the pivot bolt I35. Outward movement of the piston I2I also releases the brake band 92 to permit rotation of the ring gear 9I.

Registration of the passage I41 with the passage i42 directs fluid under pressure into the latter passage and into the conduit I21 which conduit in turn delivers said fluid behind the piston 91 in the valve block 94, to cause inward movement of the piston 91 against the action of the spring 99. The inward movement of the piston 91, through its stem 98, causes clockwise swinging movement (as vviewed in Fig. 2) of the arm I09, pin I01, and arm I08, fixed thereto. This movement of the arm I08, through the link III, moves the lug I02 toward the lug IOI to tighten the brake band 83 about the ring gear 82 and prevent rotation of said ring gear. When the ring gear 82 is so locked, rotation of the drive shaft 45 and its sun gear 48 causes reverse rotation of the pinions 81. Rotation of the pinions 81 causes planetary movement of said pinions and of the shafts 85 which results in rotation of the carrier plates 5I and 86 at a reduced speed in the direction of rotation of the shaft 45. This movement of the carrier plates BI and 86 is transmitted through the sleeve 50 to the driven shaft 53.

To shift the transmission into high gear it is only necessary to rotate the handle I63 until the indicator points to the high position on the index ring I10. This rotates the valve member I45 in a counterclockwise direction as viewed in Fig. 5 to bring the passage I41 of said valve member into registration with the passage I4I of the valve body I39. The circumferential groove I49 is thereby brought into a communication with the passage I42 to release the fluid pressure in the cylinder 95, and conduit I21; and to permit the spring 99 to move the piston 91 outwardly, forcing the fluid in the cylinder 95 out through the conduit I21, passage I42, groove I49 and scavenge port I44, back to the reservoir. It is apparent that outward movement of the piston 91 releases the brake band 83 to permit rotation of the ring 82.

Registration of the passage I41 with the passage I4l directs fluid under pressure into the conduit I56, which, in turn, delivers it between the stationary piston 26 and the movable cylinder 63 to cause downward movement of the latter. Downward movement of the cylinder 63 causes like movement of the pressure plate 69 which locks the clutch discs 11, 18 and 19 together and thereby locks the clutch drum 15 and carrier the pressure in the cylinder 63, conduit I56, and

passage MI is thereby relieved. The spring 13 then urges the pressure plate 69 and cylinder 63 upwardly to force the fluid in the cylinder 63 back through conduit I56, passage I4I, groove I49, and out of the scavenge port I44 to the reservoir. Upward movement of the pressure plate 69 re- 11 leases the clutch and permits relative rotation of the clutch plates 11 and 18.

It is apparent that with the improved outboard motor construction the transmission can be quickly and easily shifted from one gear condition to another by a mere turn of the handle I63, and the speed of the power head can similarly be varied by a turn of the control sleeve H8. Both of these operations can be accomplished by one hand of the operator without the necessity of said operator removing his hand from the steering arm 57. In addition, the improved outboard motor provides an automatically operable reverse lock which engages upon shifting to reverse gear.

Various changes and modifications may be made without departing from the spirit of the invention, and all of such changes are contemplated, as may come wtihin the scope of the claims.

What I claim is:

1. In an outboard motor: a source of fluid; a shiftable transmission including a reversing mechanism; fluid pressure operated mechanism connected to said transmission for shifting the latter into reverse; fluid pressure operated reverse lock mechanism; and means for pumping fluid under pressure from said source to said transmission shifting mechanism and reverse lock mechanism, and means for causing operation of said reverse lock mechanism prior to operation of said transmission shifting mechanism.

2. In an outboard motor: a source of fluid; a shiitable transmission including a reversing mechanism; fluid pressure operated mechanism connected to said transmission for shifting the latter into reverse; fluid pressure operated reverse lock mechanism; and means for simultaneously pumping fluid under pressure from said source to said transmission shifting mechanism and reverse lock mechanism, and means for causing operation of said reverse lock mechanism prior to operation of said transmission shifting mechanism.

3. In an outboard motor: a source of oil; a lubricating system for said motor of a type adapted to receive oil under pressure; a shiftable transmission including a reversing mechanism; fluid pressure operated mechanism connected to said transmission for shifting the latter; fluid pressure operated reverse lock mechanism; means for pumping oil under pressure from said source into said system and for pumping oil under pressure from said same source to said transmission shifting mechanism and reverse lock mechanism, whereby the same oil serves as the engine lubricant as well as the pressure fluid medium for actuating the transmission shifting mechanism and reverse lock mechanism; and means for controlling the flow of oil from said pumping means to said mechanisms.

4. In an outbtoard motor: an elongated casing; a mounting bracket to which said casing is pivotally connected; a fluid pressure operated reverse lock on said casing engageable with said bracket and adapted, when so engaged, to prevent upward pivotal movement of said casing relative to said bracket; a fluid pressure operated reversing transmission; means for supplying fluid under pressure to said reversing transmission and to said reverse lock, and means for causing operation of said reverse lock prior to operation of said reversing transmission.

5. In an outboard motor: an elongated casing; a mounting bracket to which said casing is pivotally connected; a reversing transmission; fluid pressure actuated reversing mechanism for said transmission responsive to a predetermined fluid pressure to reverse the transmission; a normally released fluid pressure operated reverse lock; and means for simultaneously supplying fluid under pressure to said reversing mechanism and reverse lock, and means whereby said fluid pressure operated reverse lock is operated at a lower pressure than said reversing mechanism to thereby cause engagement of the reverse look no later than operation of said reversing mechanism.

6. In an outboard motor: an elongated casing; a mounting bracket to which said casing is pivotally connected; a reversing transmission; fluid pressure actuated reversing mechanism for said transmission including a first spring loaded piston and responsive to a predetermined fluid pressure to reverse the transmission; a normally released fluid pressure operated reverse lock including a second spring loaded fluid pressure responsive piston; and means for simultaneously supplying fluid under pressure to said pistons, the strength of the spring loading of said reverse lock piston being such with relation to the strength of the spring loading of said reversing mechanism piston as to cause engagement of the reverse lock not later than operation of said reversing mechanism.

'7. In an outboard motor: an elongated casing; a clamp type mounting bracket pivotally connected to said casing; a shoulder member formed on a lower portion of said bracket and normally positioned in abutment with said casing, said shoulder member having a vertical recess formed therein; a reversing transmission having fluid pressure responsive shifting mechanism; a detent mounted on said casing for vertical movement into and out of the recess in said bracket shoulder member, said detent being operable to prevent upward pivotal movement of the motor when said detent is positioned in said recess; fluid pressure operated means for actuating said detent; a source of fluid; a fluid pum communicating with said source of fluid; a selector valve communicating with said pump; conduit means aflording communication between said valve, transmission shifting mechanism, and detent actuating means, and means whereby said detent is moved into said recess just prior to shifting of said transmission into reverse.

8. In an outboard motor: an elongated drive shaft casing; a clamp type mounting bracket pivotally connected to said casing; a shoulder member formed on a lower portion of said bracket and normally positioned in abutment with said casing, said shoulder member having a vertical recess formed therein; a reversing transmission; transmission shifting mechanism including a first spring loaded piston normally in released position and movable to engaged position in response to fluid pressure; a normally retracted detent mounted on said casing for vertical movement into and out of the recess in said bracket shoulder member, said detent being operable to prevent upward pivotal movement of the motor when said detent is projected into said recess; a second spring loaded piston connected to said detent and normally in retracted position, said second piston being movable to projected position with said detent in response to fluid pressure; a source of fluid; a fluid pump communicating with said source Of fluid; a selector valve communicating with said pump; and conduit means afiording communication between said valve and said pistons, whereby fluid under pressure from said pump is directed by said valve to said pistons to position said detent in said recess whenever the transmission is shifted to reverse.

9. In an outboard motor: an elongated drive shaft casing; a clamp type mounting bracket 'pivotally connected to said casing; a shoulder member formed on a lower portion of said bracket and normally positioned in abutment with said casing, said shoulder member having a vertical recess formed therein; a reversing transmission; transmission shifting mechanism including a first spring loaded piston normally in released position and movable to engaged position in response to predetermined fluid pressure; a normally retracted 'detent mounted on said casing for vertical movement into and out of the recess in said bracket shoulder member, said detent being oper able to prevent upward pivotal movement of the motor when said detent is projected into said recess; a second spring loaded piston connected to said detent and normally in retracted position, said springs being of such relative strength that said second piston is movable to projected position with said detent in response to a lower fluid pressure than that which operates said first spring loaded piston; a source of fluid; a fluid pump communicating; with said source of fluid; a valve communicating with said pump; and conduit means affording communication between said valve and said pistons, whereby fluid under pressure from said pump is directed by said valve to said pistons to cause said second piston to position said detent in said reces no later than the reversing of the transmission by said first piston.

10. In an outboard motor: a source of oil; a lubricating system for said motor of a type adapted to receive oil under pressure; a shiftable transmission including a reversing mechanism; fluid pressure operated mechanism connected to said transmission for shifting the latter; fluid pressure operated reverse lock mechanism; means for pumping oil under pressure from said source into said system and for pumping oil under pressure from said same source to said transmission shifting mechanism and reverse lock mechanism, whereby the same oil serves as the engine lubricant as well as the pressure fluid medium for actuating the transmission shifting mechanism and reverse lock mechanism; means for causing operation of said reverse lock mechanism prior to operation of said transmission shifting mechanism; and means for controlling the flow of oil from said pumping means to said mechanisms.

11. In an outboard motor having a vertical drive shaft and having a vertical driven shaft, a vertical housing for said shafts depending from the motor and including an oil sump below the motor, a shiftable reversing transmission in said vertical casing connecting said driving and driven shafts, fluid pressure operated mechanism connected to said transmission for shifting the latter, a fluid pump in said sump portion of the fluid casing above said transmission driven by said drive shaft, a valve communicating with said pump and with said fluid pressure operated mechanism, and a control handle accessible to the operator for actuating said valve.

12. In an outboard motor having a vertical depending casing, there being an oil sump in the upper portion of said casing, a lubricating system for said motor of a type adapted to receive oil under pressure, a shiftable transmission in said casing below said oil sump, a fluid pressure operated mechanism connected to said transmission for shifting the latter, and means in said sump portion for pumping oil under pressure from said sump into said system and also to said transmission shifting mechanism whereby the oil in said sump serves as the engine lubricant as well as the pressure fluid medium for actuating the transmission shifting mechanism.

13. In an outbtoard motor having a swivelingly mounted vertical depending casing and having a steering handle on said casing for controlling said swiveling movement, there being an oil sump chamber in the upper portion of said casing, a lubricating system for said motor of a type adapted to receive oil under pressure, a shii'table transmission in said casing below said oil sump chamber, fluid pressure operated mechanism connected to said transmission for shifting the latter, means in said sump chamber for pumping oil under pressure from said sump into said system and also to said transmission shifting mechanism whereby the oil in said sump chamber serves as the engine lubricant as well as the pressure fluid medium for actuating the transmission shifting mechanism, said fluid pressure operated mechanism including a valve, and means on said steering handle connected to said valve for operating the latter.

1%. In an outboard motor having a swivelingly mounted vertical depending casing and having a steering handle connected to said casing for causing swiveling movement thereof, a shiftable transmission in said casing, fiuid pressure operated mechanism connected to said transmission for shifting the latter and including a fluid pump and also including a valve for directing the flow of fluid, and means on said steering handle connected to said valve for operating the latter.

15. In an outboard motor, a source of oil, a lubricating system for said motor of a type adapted to receive oil under pressure, a shiitable transmission including a reversing mechanism, fluid pressure operated mechanism connected to said transmission for shifting the latter, fluid pressure operated reverse lock mechanism, means for pumping oil under pressure from said source into said system and also to said transmission shifting mechanism and reverse lock mechanism whereby the same oil serves as the engine lubricant and pressure fluid medium for actuating the transmission shifting mechanism and reverse lock mechanism, means for causing operation of said reverse lock mechanism prior to operation of said transmission shifting mechanism, and means for controlling the flow of oil from said pumping means to said mechanisms.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,161,706 Lohmiller Nov. 23, 1915 1,941,360 Mathias Dec. 26, 1933 2,068,084 Stahlhammer Jan. 19, 1937 2,408,008 Tipton Sept. 24, 1946 2,528,480 Wilson 1 Oct. 31, 1950 

